Rail and flange oiler



July4, 1933 F. w. EDWARDS ET AL 1,917,139

RAIL AND FLANGE oILER Filed Jan. 25. 1929 '7 Sheets-Sheet 1 aucun,

July 4, 1933. F. w. EDWARDS ET AL 1,917,189

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RAIL AND FLANGE OILER Filed Jan. 25, 1929 #sheets-sheet 5 `Iuly 4, 1933. F. w. EDWARDS Er AL 1,917,189

RAIL AND FLANGE OILER Filed Jan. 25, 1929 7 Sheets-Sheet 4 31a/uan? obs v55M WM M July 4, 1933. F. w. EDWARDS ET AL 1,917,189

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July 411933 F. w. EDWARDS Er AL 1,917,189

RAIL AND FLANGE OILER Filed Jan. 25. 1929 7 Sheets-Sheet 7 nlll Patented July4, 1933 v1@TED kSTATES remise PATENT rFicE FRANK WILLIAM EDWARDS, OF CHICAGO, ILLINOIS, AND NORMAN M'. BARKER, OF LAKEWOOD, OHIO, ASSIGNORS, BY MESNE ASSIGNMENTS, TO THE OHIO INJECTOR COMPANY OF ILLINOIS, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS RAIL Aim FLANGE oILER Application filed January 25, 1929. Serial No. 335,069.

rlhis invention relates to a rail and flange oiler or lubricator for theV purpose of automatically supplying lubricant to the inner side of the head of the outer rail upon curves in a railway track, the lubricant preferably being applied to the flange of a wheel of one of the vehicles or units of a train, and such wheel running upon the outer rail of the curve and transferring the lubricant from its flange to the inner side of the rail head.

lWe are aware that apparatus has been heretofore devised for performing this function, but in such apparatus withv which we are familiar certain faults in construction and operation are present which result in impracbe designed to supply lubricant to either the.

right-hand or left-hand rail of a railway track depending upon which. rail happens toV be uponlthe outside of the curve, and hence two lubricant feeds, one to a wheel on the right-h and rail and the other to a wheel on the.

IQ tion oftrains are utilized in causing our device to function properly, and other phenom-Y ena are guarded against to prevent improper fimctionino. For example, the banking or elevation or the outside rail of a'track upon curves, and the vibration of the locomotive or other railway vehicle upon which the oiler is mounted, are utilized to cause the oiler to function; 'whereas the swaying of the locomotive due to sneed or rough track, and

' `1 sudden lurching of the locomotive due to low voir adapted to be so fixedly mounted uponv a railway vehicle, preferably the locomotive, as to partake' of all motions made by the vehicle during its travel, this reservoir being provided with valve-controlled feed passages connected by means of suitable conduits with delivery nozzles arranged adjacent to the parts to be lubricated. The valves of the passages are controlled by a single gravity responsive member, preferably in the form of a pendulum, which remains in asubstantially vertical position at all times and with respect to which the reservoir tilts due to tilting of the locomotive upon banked curves-of the railway, this relative movement between the pendulum and reservoir causing the pendulum to actuate one or the other, but not both, of the passage-controlling valves. And the invention consists, further, in various details of construction. and arrangements of parts whereby most efficient operation is obtained, as we will proceed now to explain and finally claim.

In the accompanying drawings illustrating the invention, in the several figures of which like parts are similarly designated, Figure l is a vertical, sectional elevationv of the lubricant reservoir and associated parts, which we will call the lubricator proper, taken substantially on the line l-l of Fig. 4. Fig. 2 is a vertical section of these parts taken on line 2-2 of Fig. 4. Fig. 3 is a vertical section similar to Fig. 2 but taken on line 3--3 of e. Fig. 4iis a top plan view of the reservoir and parts associated therewith. Fig. 5 is a fragmentary elevation of the lubricator proper, showino the application thereto of a pivoted indicator and scale for showing the inclination at which the device is adjusted to operate. Fig. 6 is an enlarged fragmentary detail of the scale of such indicater. Fig. 7 is a schematic side elevation of a typical installation of our device in connection with a locomotive and tender, por-v col tions only of the latter' being shown in broken lines. Fig. 3 is a schematic plan view ot some of the parts shown in Fig. l', and in addition showing an arrangement oi pressure gages whereby check upon the operation olf the apparatus may be had. Fig. 9 a rear view of the lubricant delivery member and its mounting bracket. Figs. 10 and 11 are, respectively, a bracket-contacting tace view, and a side Aview oit the delivery member and a portion of the universally pointed or ller;- ible conduit connected therewith. 12 is a sectional. elevation of a modified torni of the lubiicator proper.

The lubricator proper compries a lubri* cant reservoir A. formed, preferably, ot' a cylindrical shell 1 having applied at its upper and lower ends, respectively,rin any appropriate fluid-tight manner, as by screwthreads, a top flange 2 and a bottom cap Applied to the top iflange 2, tluiddiigrlit s by studs l and nuts 5, and, if desired, a itable interposed packingl washer (not shown) is a top cap (i provided with similar lubricant )assaoes including` pockets ,l, 7 and o, il. all

of which are closed by sin'iilar caps il. (lo

and El, and

municatien between the pociiel's 4' 7 and 8 is atl'orded by ducts lll, only one ot which is shown Fig. The poclru and 7 are in communication with the terior of th reservoir A by way et valve sont members l1 screwthrea i reservoir-` Pivoted cant passages andltli`y intermediate the members 'l1 preferably on ears 12 formed on the cap and proviJ with a radial ball-bearing' is a gravityresponsive memberor pen-nlcm 14, we' at its lower end, as indicated at 15, and carryiniil adjacent to its pivot a head or valveactuating means in which are pressed valve members 17 adapted mally seat on both seat members the pendulum is in a position norm ll to the cap 6. The valve men'ibers ll" are Yaibstantially the type disclosed in the co-p( line` application et llranlr lll, Edward Y dr iligb pressure eelt-,e inding valves, liled July 2, o. l20,l73, now Patent No.

1925, Serial ll. 1,890,243, ,ajranted December 6, i932, and have the same clniracteristics ane attributes of seatiue; efficiency, self-adiustment and sefit-comcmaniup,-V wear. y

At 'the lower end ot the pendulum, and preferably associated w'th the weight 15 thereof is a pair ot desa pot cylinders 13 provided. with fluid ducts le and cooperatingg` with pistons 20 preferably Atormeo an integral structure in which is a hushed bore 21 arranged ttor vertical sliding; movement in contact with a` ball-headed positioning member 22 .fixed to the bottom cap 3. This member 22, obviously, prevents any lateral movement et the pistou structure and hence, as the reservoir tilts relatively to the pendu- ,les

lum, the cylinders 18 will move relatively to their pistons 20, in a manner and for a purpose hereinafter more particularly described.

A 'ls connection 23, connected with a steam pipe 24,: (see lligj. 3) preferably in communication with the locomotive boiler, supplies steam through branch pipes 25, 2l, to valve pockets 2G, 25 in communication through similar passages 27, (only one of which is shown, lling. 2) manually controlled by similar needle valves 28, with the pockets 8, 8. ln comnuuiication with the passages 27 are right and lett-hand lubricant delivery pipes 29, 25V, respectively, which pass downvvardlyl through the reservoir and through the body of lubricant therein, and out of the bottom cap where they provided with. suitable packing" glands 30, and are connected by means otvalved or choke elbows 31 with the rie-lit and lett-hand delivery conduits 32, 32, spect-ively, to be described more in detail later. i Y

By this arrangement it- Will be seen that any lubricant supplied to the passages 27, through the openings formed by the members 1l, will be picked up by the steam which, as a pressure vehicle therefor, conducts the luliricant through the delivery pipes 29, 29 and conduits 32. At the same time, the steam, which is constantly flowing through these pipes 29, 29, will heat the body of lubricant in the reservoir and maintain it in that condition of fluidity necessary for proper functioning" of the apparatus.

will be noted here that the reservoir A is provided with a heat-insulating` jacket comprising' a met lic shell 33 and packing); 34 of some appropriate material, such as asbestos, whereby heat communicated to the body of lubricant by the steam, as just explained, will not be radiated therefrom tirough the walls of the reservoir, and a surrounding` cold atmosphere will not materially ail'ect the lubricant. l

rllhe "l" connection 23 also communicates through a valve 35, preferably ball valve, with a condensation pipe 36 leading,r te the bottom portion ont the reservoir whereby water ot condensation may be supplied to the reservoir to cause the lubricator to operate upon the hydrostatic or "condensatiom displacement principle. Tae condensation pipe 36 is provided at outlet end with a check-valve 37 (see Fig. 3) whereby reverse flow of oil or water into the pipe is prevented.

Cholre plugs a are used in the 'l' connection 23 to control the flow of steam to the pipes 25, 25 and 36'.

rlhe pockets 8, 8 are provided with automatic vibrationor motion-responsive valves 38 ot substantially the type disclosed in the patent of Frank l-. Edwards No. 1,433,449, granted @ctober 24, 1922, whereby lubricant,

Cri

when fed to these rpockets from the reservoir, will be permitted to enter the passages 2T only when the vehicle (the locomotive) on which the device is mounted is in motion and the balls 39 of the valves are unseated by the `l ris such that the banking of any railway `ycurve will be compensated for when the vehicle stops on such curve, and, therefore, in spite of the langle or tilt assumed by the lubricator due to the angle of banking of the curve, theball will roll to its seat over the orificev and the feed of lubricant past the valve will be arrested. Y

As hereinbefore stated, the members 11 are screw-threaded through the top cap 6, and it will be obvious that adjustment of these members toward and away from the valve members 17 will diminish or increase, re spectively, the sensitivenessof the operation of the lubricator. For example, the anale of inclination of the lubricator proper, caused by the banking or elevation of the out-side rail on a` curve, is the .medium by which either of the valve members 17 is movedaway from its seat member 11 and, therefore, the members 11 may be so adjusted that l trains travelling at a certain predetermined maximum speed. Obviously, lwhen the valves are adjusted to open at a certain angle of inclination or tilt of the lubricator, they will open upon occurrence of greater angles of inclination but not of angles oi' less inclination, and thus the apparatus may be adjusted to deliver lubricant when ruiming over curves having a certain predetermined elevation of outside rail or an elevation in ei:- cess of such predetermined elevati Ai.

To facilitate this adjustment of the seat member 11, we may, if desired, provide our device with. the indicator illustrated in Figs. and 6. This device comprises a pivoted arm 43, the pivot 43 of which is in axial alignment with the pivot of the pendulum 14, and this arm is provided with a pointer 44 which registers with a scale 45 graduated in inches and fractions of inches corresponding to the various standard elevations for the outside rail on curves of various radii; The arm 43 is preferably formed at its free end with a slotted enlargement 46 the slot of vnu.

`which embraces a screw 47 fixed to the niember which carries the scale 45, and with this screw cooperates a binding nut 48 whereby the arm may be fixed in any desired posi-y tion. The enlargement 46 not only provides the slot mentioned, but furnishes suli'icient weight at the free end of the arm 43 te cause same to function with the stability of an ordinary pendulum.

'In using this device to facilitate the adjustment of the seat member 11, we mount the lubricator proper in such a manner that it may be tilted at will to any desired inclination, and 'then release the nut 48 so that the arm 43 may swing freely about its pivot 43. Then, knowing the minimum elevation of the outer rail of curves of track over which the locomotive to carry the device is to oper ate, which we will say is 1% inches, we tilt the lubricator until the pointer 44 points to the graduation 11/2 at the right, say, of scale 45. rlhe seat member 11 at the left of the lubrieator is then screwed down until it seats upon its respective valve member 17 and is then backed oil' slightly to unseat it. The lubricator is then tilted until the pointer 44 registers with graduation 1% at the left of the scale and the seat member at the right of the lubricator is similarly adjusted. `With such an adjustment of the seat members, it will be apparent that the valves controlling flow of lubricant from the reservoir will operate at inclinations caused by outer rail elevations of 1% inches and over, but not at less inclinations.

Referring to 1 and 2, it will be seen that .the adjustment of the seat members 11 may be securely maintained by means of jainb nuts 49 and 50, the nuts 49 being formed with conical protuberances and the nuts 50 formed with complemental conical recesses whereby, when the nuts are forced into engagement, the protuberances will be forced into fixed l oclrin g engagement with the screwthreads of the members 1 rlllhe reservoir A is filled with lubricant through a. fillingr opening 51 formed in the top cap 6 and provided with a closure plug 52, and may be drained by means of a cock 53 in the bottom cap 8, this cock, in the form shown, carrying the positioning member 22 for the piston structure 20, 20.

' lf desired, the filling opening 51 may be provided with a strainer (not shown) of any suitable and approved form.

Referring, now, to Figs. 7' and 8, wherein the complete assembly of the apuaratus of our invention is schematically illustrated, it will be seen that the lubricator proper is preferably mounted beneath. the floor or deeltr (not shown) of the locomotive cab by securin(r it to some appropriate part of the locomotive frame or to a suitable bracket (not shown) in such position that the axis or pivot of the pendulum 14 is in alignment with or parallel to the longitudinal axis of the locomotive. In this mode of association of lubriil. of boosters which may be employed.

Some locomotive tenders are provided with boosters on their rear trucks, but they are the exception rather than the rule, and for purposes of illustration we have shown the common type of tender which has no booster applied to it.

Moreover, when the wheels of a locomotive, tender, or other unit of a train are rounding a curve in the track, it is the leading wheels of the front truck thereof that do the guiding and are in direct and continuous contact with the outside rail of such Curve, and it is preferable, therefore, that the lubricant be delivered to the flanges of such wheels of the front truck no matter upon what unit of the train such truck may be.

'liie conduits 82, 32, hereinbefore referred to, are made flexible by being formed in a plurality of sections articulated by means of universal joints, preferably ball-and-socket connections 54,'so as to accommodate the conduits to relative movement between the two vehicles carrying the lubricator proper (the locomotive) and the delivery members (the tender) respectively. lf desired, the conduits may be suitably flexibly supported at appropriate intervals by means of chains, cables or the like, as indicated at l.

rlhese delivery members (sce particularly Figs. G, 'l0 and ll) comprise, preferably in an integral cast' W a body portion 55 formed with offstanding lugs or ears 56 providing a means ,vhereby the members may be attached, preferably by bolts and nuts 57, to brackets 58 suitably ca 1ried by the frames of the front tender truck or other appropriate supports. The body portion is provided adjacent to its lower end with av delivery noL/f zie 5i) so angular-ly arranged relatively to the body portion 55 and lugs 56 carried thereby that when the brackets 58 are properly adH justed and the lugs 56 bolted thereto the nozzles will be located in the desired proximity and angular relation to the front wheels of the tender truck to project lubricant upon the flanges of such. wheels as required for proper operation of the device. rihe upper end of the body portieri 55 is provided with an effstanding portion 60 formed lo provide one member, preferably the socket member, of a universal coupling or balland--socket connection 6l to which the articulated delivery conuuit is attached. As will be apparent from an inspection of Figs. 7, 8, 9 and ll, the portion 6() is sufficiently long to extend through reims@ an opening 62 in its bearing bracket 58 so that Vthe body portion 55 vand nozzle 59 may be on one side thereof and the ball-and-socket con neetion 6l on theother side. f

ln order to provide the operator or engineman with visible means for observing the functioning or non-functioning of the device, we may mount in the locomotive cab, on an instrument board or other appropriate support, three pressure gages 62, 63 and 64. The gage 62 connected by a pipe 62 with the .reservoir proper by way of an opening65 (see Figs. l, 2 and l), and the gages 63 and 6 are connected by pipes 68 and 64 with the pockets 7 and 7, respectively, through the caps 9 thereof (Fig. 8).. The gage 62 will always indicate pressure so long as the steam feeds water of condensation to the reservoir, but the gag-es 63 and 6/1 will show pressure only when either the right-hand or left-hand valve member 17, respectively, vis unseated. Thus, when the operator observes that only the gage 62 .indicates pressure, he will know that both feeds are closed, but when either feed is open its respective gage 63 or 64 will indicate a balance of pressure with gage 62. ln F ig. l2 we have shown a modification in which we provide for sight feeds 66, 66 arranged at the sides of the reservoir A, and in 'place of the delivery pipes 29, 29', which extend directly through the reservoir from top to bottom, we provide pipes 67, 67', which are inclosed within the reservoir for an eX- tcnt sufficient to provide the requisite heatl' effect. rl`hese pipes 67, 67 arelittedat their ends with unions with which pipes 68 68" leading from the sight feeds 66, 66 and the conduits 32, 32 are connected.

rllhe sight feed members 66, 66 are of the type disclosed in the patent of Frank W. Edwards, No. 1,433, 449, previously referred to and, in addition to the sight feed pockets and sight glasses, include automatic ball-valves 69, 69 and manually controlled needle valves 70, 70 which function the same as'and supplant the ball valves 38 and feed valves 28, respectively, hereinbefore referred to.

ln this modified embodiment'of the invene tion we have omitted the ball bearing for the pendulum 14 and have substituted for the dash-pot arrangement a guide block 7l which cooperates with a groove 72 in the bottom of the pendulum weight. 78 to prevent movement thereof other than pivotal movement, but omitting the vibration or shock absorbing feature of the dash-pot arrangement.

'.lhe operation of our rail and flange oiler is, briefly, as follows :WThe ball valve 35 is closed. and the reservoir A is filled, through the filling opening 51, with a heavy oil, preferably heavy asphalt-um oil. Then, with valve 35 open, water of condensationformed in pipe and entering the reservoir therethrough, will displace the oil upwardly in the reservoir under a pressure su'liicient to mainioo Cil

tain it always in the zone of action of valves` 11-17 and force it through the passages leading to the delivery pipes 29, 29 should either of the valve members 17 be unseatedf. The lubricatcr is now in condition to operate.

-Vilith the locomotive on straight track the pendulum 14 and thereservoir A are both in a vertical position and the valve members 17 are both'seated against the seat members 11 so that no lubricant can pass them. lVhen the locomotive reaches a curve and meets the elevation of the outer rail, both the locomotive and the reservoir A will be tilted from the vertical, but the pendulum Will'remain in the vertical position. This is equivalent to swinging the'pendulum to one side Within the reservoir, and the valve member 17 on the high side is unseated and permits oil to flow through member 11 into pocket 7 or 7 and through the communicating duct into pocket 8 or 8. As the locomotive is in motion, the vibration caused thereby Will keep t 1e balls 39 unseated and the lubricant Will flow through oriice 42 into passage 27 and thence pastvvalve 28 Where it is picked up by the steam entering through pipe or 25 and conducted through pipe 29 or 29 and conduit 32 or 32 to one or the other of the delivery nozzles 59 (depending upon which one isadjacent to the Wheel travelling on the elevated rail) from which it is projected upon'tl flange of the adjacent Wheel and by this 'flange applied to the inner side of the head'of the outer rail.

Should the locomotive stop upon a curve, the ball valves 38 Will close and the feed,` though open at one of the members 11, will be arrested until the locomotive is again in motion.

The pendulum lllbeing vfitted With a ballbearing rpivot 13, is very sensitive to any sidewise motion of the locomotive but, due to thearrangement of dash-pot cylinders18 and pistons 20, a sustained tilt, ysuch as is produced when the locomotive travels a curve, is necessary to cause the pendulum to so function as to open one of the valves 11H17. A sudden lurch of the locomotive due tov a low spot in the track, or swaying due to speed ,n

or rough track, will not be suliicientlysustained in one direction to cause thel pendulum to operate against the influence ofthe dashpot arrangement.

rIhe action of this dash-pot arrangement Would seem to be obvious but,vin the interest of clearn.ess, it may be said that, as the pendulum and reservoir move relatively, the fluid surrounding the cylinders 18, Water or oil as the case maybe, will be slowly drawn into and expelled from 'the cylin lersthrough the ducts 19, thus making the response of the pendulum somewhat sluggish.

It Will be understoodthat the oil is cle- `posited yupon ,the flanges in such quantities that the flange of each Wheel of every car or unit of the train Will be coated With oil as the avheel flanges come in contact With the inside ofthe headof the rail. After a train led several curves,` the flangek of `n thetrain will be heavily coated Y h the heavy asphaltnm oil and each flange wheels, but vill cling to the llangesand to the inner side of the head of the rail under all Vweather conditions.

From the foregoing description, it will be seen that we provide, by our invention, a rail and flange oiler which meets all the requiren'ients of service and which is so'designed as to vf )perate efficiently and satisfactorily under all operating conditions. Obviously, more feeds than one may be connected With each of the pendulum operated valves if desired, although We do not deem this necessary to efficient operation in installations non7 contemplated, and various other changes and modifications than those specifically referred to are deemed to be Within the'spirit of the invention and the scope of the following claims. f

W'hat We Vclaim is 1 1. A rail and flange oiler including, in combination, a lubricant reservoir of the condensation displacement type, said reservoir provided adjacent to its top with lubricant outlet oj enings,and a gravity-responsive member arranged Within said reservoir and having one end pivotally supported between an-d adjacent to said outlet openings and provided adjacent to its pivotJ with valve elements for 4cooperation with said outlet openings, Whereby When said gravity-responsive member hangs axially relatively to vsaid reservoir said openings Will be closed by saidvalVe elements and upon relative movement between said member and reservoir one of said valve elements Will be unseated and its respective opening opened. c

y 2. A rail and flange oiler including, in combination, a lubricant reservoir of the condensation displacement type, said reservoir provided adjacent to its top with a pair of lubricant outlet openings, and a gravity-responsive member arranged Within said reservoir and having one end pivotally supported between' and adjacent to vsaid outlet openings and provided adjacent toits pivot With valve elements: for cooperation with said pair of outlet openings, whereby When said gravityresponsive member'h angs axially relatively to said reservoir both of said openings Will be 'closed by said valve elements 4and upon relative movementbetyveen said member and reservoir one of said valve elements will be unseated and its lrespective opening opened.

3. A rail and iange oil'er including, in combination, a lubricant reservoir provided with lubricant outlet openings, a gravity-responsive member provided with valve elements for cooperation with said outlet openings, whereby when said member is station ary relatively to said reservoir said openings will be closed and upon relative movement between said member and reservoir one of said openings will be opened, and vibration-re sponsivc means associated with said outlet openings for cont-rolling the flow of lubricant therethrough independently of the action of said gravity-responsive member.

1l. A rail and flange oiler including, in comn bination, a lubricant reservoir provi-ded with lubricant outletv openings, a gravity-responsive member provided with valve elements for cooperation with said outlet openings, whereby when said member is stationary relatively to said reservoir said openings will ,be closed and upon relative movement between said member and reservoir one of said openings will be opened, and vibration-responsive means comprising ball valves associated with said outlet openings for controlling the flow of lubricant therethrough independently of the action of said gravity-responsive member.

5. A rail and flange oiler including, in combination, a lubricant reservoir, provided with a pair of valve-controlled lubricant outlet openings, a pendulum pivoted intermediate said openings and carrying valve actuating elements cooperating with said openings, both of said openings being closed when said pendulum is at rest relatively to said reservoir and one or the other Iof said openings being opened when said pendulum and reservoir move relatively to each other, and means for damping the action of said pendulum.

6. A rail and flange oiler including, in combination, a lubricant reservoir, provided with a pair of valve-controlled lubricant outlet openings, a pendulum pivoted intermediate said openings and carrying valve actuating elements cooperating with said openings, both of said openings being closed when said pendulum is at rest relatively to said reservoir and one or the other of said openings being opened when said pendulum and reservoir move relatively to each other, and means including dash-pot elements for damping the action of said pendulum.

7. A rail and flange oiler including, in combination, a lubricant reservoir, said lubricant reservoir provided with a valved lubricant 'outlet openings, a gravity operated member provided with valve actuating elements 'for controlling said openings, means providing lubricant passages in communication with said openings and through which the lubricant is fed to its points of application, vibrationresponsive valve elements controlling said passages, and manually controlled means mounted upon a railway vehicle, said reserlubricant outlet openings, a pendulum pivoted intermediate said openings and adapted upon tilting of said reservoir to permit iiow of lubricant through one or the other of said openings as when said vehicle travels upon a blanked curve, said pendulum operating to close both oit said openings when said vehicle is in normal position as upon straight track, means defining passages in communication with said openings and through which the lubricant is fed to points oil application, a vibration-responsive valve in each oit said passages, each of' said vibration-responsive valves being normally seated when the vehicle is at rest but unseated when the vehicle is in motion, and manually controlled valves for controlling the rate of flow of the lubricant through said passages.

9. In a rail and flange oiler, a lubricant reservoir provided with a cap, a pairof passages it'ormed in said cap and aiording a means for egress of the lubricant, means including a relatively fixed valve member in each of said passages, and a cooperating valve member movable with respect thereto for controlling the egress of oil from said reservoir, and a gravity-responsive member carrying said latter valve members and adapted to seat both of same when normal to said cap but to unseat-one or the'other thereof when at an angle to said cap.

l0. In a rail and iiange oiler, a lubricant reservoir provided with a cap, a pair or passages formed in said cap and a'ording a means for egress of the lubricant, means including a relatively fixed valve member in each of said passages and a cooperating valve member movable with respect thereto for controlling the egress of oil i'rom said reservoir, and a gravity-responsive member carrying said latter valve members and adapted to seat both of same when normal to said cap but to unseat one or the other thereof when at an angle to said cap, the relatively lixed valve members being adjustable to vary the opening positions of the valves relatively to the angular positions of said gravity-responsive member.

11. In a rail and flange oiler, the combination with a lubricant reservoir having lubricant feed-control valves, of an oscillatory pivoted member controlling the operation oi' saidvalves, and means including complemental guide members associated with the free swinging end of said member for confining its oscillations in a plane normal to its pivot.

l2. Ina rail and flange oiler, the combination with a lubricant reservoir having lubri- '.70 voir provided with a pair of valve-controlled cant feed-control valves, of an oscillatory pivoted member controlling the operation of said valves, and means associated with said member for confining its oscillations in a plane normal to its pivot and for damping its pivotal action.

13. In a rail and flange oiler, the combination with a lubricant reservoir having lubricant feed-control valves, of an oscillatory pivoted member controlling the opera-tion of said valves, and means associated with said member for confining its oscillations in a plane normal to its pivot and for damping its pivotal action, said means including va cylinder carried by said member and a piston substantially fiXed relatively to said member and carried by said reservoir.

14E. In a lubricator, a reservoir adapted to contain lubricant under pressure, a valve controlled feed conduit connected with said reservoir, and pressure gages connected with said reservoir and conduit respectively, said gages adapted to show a difference in pressures when the valve of said conduit is closed and a balance of pressures when it is open.

15. A rail and flange oiler for use with a railway locomotive and a train drawn thereby, said rail and flange oiler adapted to supply lubricant to the inside of the outer rail head upon curves and including a reservoir carried by the locomotive and adapted to contain lubricant under pressure and provided with valve controlled feed conduitseading to delivery nozzles arranged adjacent to the Wheels at the two sides of a car of said train, three pressure gages mounted in the locomotive cab, one of said gages communicating with said reservoir andthe other gages communicating with the two feed conduits respectively, and means operating to open the valves of said conduits independently but not two gages and when eitherof said valves is open the gage of its respective conduit will show a balance of pressure with the reservoir gage.

1G. The combination with a rail and flange oiler including a lubricant reservoir and means associated therewith for feeding lubri cant at predetermined times to the wheel flanges of a railway vehicle, of-a bracket applied in predetermined fixed relation adjacent to one of such wheels, and a lubricant delivery member including a body portion provided with an attaching lug secured to said bracket, a delivery nozzle adjacent to one end of said body portion and arranged in fixed angular relation to said lug, and

means at the other end of said body portion forming a member of a universal coupling for a conduit through which lubricant is fed from said reservoir to said nozzle, the fiXed relation of said bracket relatively to said wheel and the angular relation of said nozzle to the lug secured to said bracket determining the point of projection of lubricant from said nozzle upon the flange of said wheel.

In testimony whereof we have hereunto set our hands this 22nd day of January A. D

FRANK WILLIAM EDWARDS. NORMAN M. BARKER.

P mi) 

